EP2711911A1 - Dispositif de commande d'entraînement - Google Patents

Dispositif de commande d'entraînement Download PDF

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Publication number
EP2711911A1
EP2711911A1 EP12785627.6A EP12785627A EP2711911A1 EP 2711911 A1 EP2711911 A1 EP 2711911A1 EP 12785627 A EP12785627 A EP 12785627A EP 2711911 A1 EP2711911 A1 EP 2711911A1
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EP
European Patent Office
Prior art keywords
alarm
vehicle
distance
time
collision
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP12785627.6A
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German (de)
English (en)
Other versions
EP2711911A4 (fr
EP2711911B1 (fr
Inventor
Yoshiyuki Kuroba
Hideaki Nara
Kenji Kodaka
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
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Honda Motor Co Ltd
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Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Publication of EP2711911A1 publication Critical patent/EP2711911A1/fr
Publication of EP2711911A4 publication Critical patent/EP2711911A4/fr
Application granted granted Critical
Publication of EP2711911B1 publication Critical patent/EP2711911B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes

Definitions

  • the present invention relates to a drive control apparatus.
  • the timing for an average driver to perform an deceleration operation is set to coincide with the timing at which the alarm is activated (for example, see Patent Document I below). This is to prevent the driver from feeling that the timing of alarm activation is annoying.
  • Patent Document 1 Japanese Unexamined Patent Application, First Publication No. 2009-146029
  • the error in distance perception is due to the following. At the extremely low speed range, the distance from the vehicle to the obstacle can be close, and thus, this makes the feeling of pressure from the obstacle becomes stronger, causing the driver to feel that the obstacle is closer than it actually is.
  • An object of the present invention is to provide a drive control apparatus capable of activating an alarm even if an error occurs in distance perception of the driver.
  • the lower the speed of the own vehicle is, the longer the alarm activation start threshold time is, and the earlier the timing of starting the alarm is. Therefore, at the proper timing in accordance with the error in distance perception of the driver, it is possible to activate an alarm, to thereby improve the merchantability.
  • the traveling own vehicle is going to approach the object that is moving at the same speed as that of the own vehicle, it is possible to activate an alarm at the proper timing in accordance with the error in distance perception of the driver.
  • a drive control apparatus 1 includes: an outside-world sensor (object detection portion) 11; an own vehicle sensor (traveling speed detection portion) 12; an alarm raising device 13; and an electronic control device 20.
  • the outside-world sensor 11 for example a millimeter-wave-band radar device, a laser radar device that uses a wavelength band near the infrared light band, or an image recognition device that uses one or more camera devices, or a combination of these may be used.
  • the outside-world sensor 11 detects object information (position, speed, direction of travel, size, and the like) around the own vehicle at predetermined intervals (for example, 100 msec). Furthermore, the outside-world sensor 11 outputs the detection results to the electronic control device 20.
  • the own vehicle sensor 12 has sensors that detect information on the own vehicle such as, for example, its speed, amount of steering, accelerator position angle, ON/OFF of the brake pedal switch, and ON/OFF of the blinker switch.
  • the own vehicle sensor 12 outputs the detection results of the sensors to the electronic control device 20. Based on the amount of steering, it is possible to estimate a yaw rate that is to be produced in the own vehicle. Furthermore, based on the accelerator opening or the ON/OFF of the brake pedal switch, it is possible to estimate the acceleration and deceleration that are to be generated in the own vehicle.
  • These pieces of information on the own vehicle may be detected directly from the sensors and may also be obtained via the respective ECU's or in-vehicle LAN mounted in the own vehicle.
  • the alarm raising device 13 is a device that raises an alarm to passengers (especially, the driver) of the own vehicle.
  • Devices usable as the alarm raising device 13 include, for example: a buzzer or a speaker that raises a warning sound or a synthesized voice in response to a control signal that has been output from the electronic control device 20; and a display device that displays a warning in response to the control signal.
  • the alarm raising device 13 raises an alarm, to thereby prompt the driver of the own vehicle for an action of avoiding contact.
  • the electronic control device 20 calculates the time to when the own vehicle and the preceding vehicle are brought into contact with each other. Based on this result, the electronic control device 20 decides the timing of raising an alarm, and determines whether or not it is necessary to raise an alarm to the passenger(s) of the own vehicle. If having determined that it is necessary to raise an alarm, the electronic control device 20 outputs an alarm command to the alarm raising device 13.
  • the electronic control device 20 includes, for example: a relative relationship calculation portion 21; a TTC calculation portion (a time-to-collision calculation portion) 22; and an alarm timing decision portion (an alarm portion) 24.
  • the relative relationship calculation portion 21 predicts the courses of the own vehicle and the preceding vehicle, and also calculates the relative distance and relative speed between the own vehicle and the preceding vehicle. The relative relationship calculation portion 21 then outputs the results to the TTC calculation portion 22.
  • the TTC calculation portion 22 determines whether the own vehicle and the preceding vehicle are likely to contact each other or not. If the vehicles are likely to contact each other, the TTC calculation portion 22 calculates the time to contact (namely, time to collision TTC), and outputs it to the alarm timing decision portion 24.
  • the alarm timing decision portion 24 decides the timing of raising an alarm, and outputs it to the alarm raising device 13.
  • step S1 the information on the vehicle speed is obtained from the own vehicle sensor.
  • step S2 the information on reference alarm start time that is previously stored in a storage device such as memory (not shown in the figure) is read and obtained.
  • the reference alarm start time is reference time for calculating alarm activation start threshold time (alarm activation time), which is a threshold value of the time to collision TTC.
  • the reference alarm start time is set to a period of time (for example, approximately 1.2 seconds) in accordance with various conditions such as the vehicle type of the own vehicle.
  • step S3 the alarm activation start threshold time is calculated based on the information on the vehicle speed and on the information on the reference alarm start time.
  • a value (s) obtained by dividing a preset predetermined distance (m) (for example, 0.5 m) by a traveling speed (m/s) is added to the reference alarm start time to calculate the alarm activation start threshold time, as shown in formula (1) below.
  • Alarm Activation Start Threshold Time Reference Alarm Start Time + Predetermined Distance / Traveling Speed
  • the preset predetermined distance is a value decided by statistically taking into consideration an error in distance perception of the driver, which error occurs when the own vehicle and the preceding vehicle are at a short distance and also the vehicle speed of the own vehicle is extremely low (in a speed range of higher than 0 km/h and up to around 5 km/h).
  • FIG. 3 shows the approach limit distance (the vertical axis) of the own vehicle to a stationary preceding vehicle (an obstacle). Symbols A to E (the horizontal axis) designate drivers with different driving experience.
  • the minimum value of the approach limit distance is slightly greater than 0.5.
  • the error in distance perception of a driver is a gap between the approach limit distance where TTC is 0 second, allowing no further approach (see FIG. 4A ), and the distance that the driver thinks he cannot approach any further (see FIG. 4B ). Even for a driver with extensive experience in driving such as the driver B, it is difficult to approach the stationary preceding vehicle closer than 0.5 m as described above.
  • the time to collision TTC is 1.44 seconds.
  • the time obtained by dividing the predetermined distance by the traveling speed is added to the reference alarm start time in the formula (1) as described above.
  • an appropriate distance may be set according to the conditions of these shape, size, and the like of the own vehicle. Furthermore, because the degree of error in distance perception varies according to the driving experience, it may be configured so that an appropriate distance can be set depending on the driving experience of the drivers.
  • FIG. 5 is a graph where the vertical axis designates the alarm activation start threshold time, the horizontal axis designates the vehicle speed of the own vehicle (km/h), and the reference alarm start time is 1.2 seconds. As is seen from the graph, it is configured so that, in the region of low vehicle speed, the alarm activation start threshold time has a higher rate of increase, and hence, the timing of starting an alarm is earlier.
  • step S4 it is determined whether the time to collision TTC calculated by the TTC calculation portion 22 is longer than the alarm activation start threshold time or not. If the determination result is "No" (TTC > alarm activation start threshold time), the execution of this routine is temporarily terminated. On the other hand, if the determination result in step S4 is "Yes” (TTC ⁇ alarm activation start threshold time), the process moves to step S5 to raise an alarm, and then the execution of this routine is temporarily terminated.
  • the alarm timing decision portion is used to add the value of the preset predetermined distance divided by the traveling speed to the preset reference alarm start time, to thereby find an alarm activation start threshold time.
  • the drive control apparatus is one in which the decision of the alarm timing by time to collision TTC in the aforementioned first embodiment is replaced with the decision of the alarm timing by a distance to collision. Therefore, like parts are designated with like reference numerals, and will not be repetitiously explained.
  • a drive control apparatus 100 includes, for example: an outside-world sensor (an object detection portion) 11; an own vehicle sensor (a traveling speed detection portion) 12; an alarm raising device 13; and an electronic control device 30.
  • the electronic control device 30 calculates the time to when the own vehicle and the preceding vehicle are brought into contact with each other. Based on this result, the electronic control device 30 decides the timing of raising an alarm, and determines whether or not it is necessary to raise an alarm to the passenger(s) of the own vehicle. If having determined that it is necessary to raise an alarm, the electronic control device 30 outputs an alarm command to the alarm raising device 13.
  • the electronic control device 30 includes: a relative relationship calculation portion (a relative relationship calculation portion) 21; a distance-to-collision calculation portion (a distance-to-collision calculation portion) 32; and an alarm timing decision portion (an alarm portion) 34.
  • a relative relationship calculation portion 21 has the same configuration as that of the aforementioned first embodiment, and hence, will not be repetitiously explained here.
  • the distance-to-collision calculation portion 32 determines whether the own vehicle and the preceding vehicle are likely to contact each other or not. If the vehicles are likely to contact each other, the distance-to-collision calculation portion 32 calculates a distance to contact (namely, a distance to collision), and outputs it to the alarm timing decision portion 34.
  • the alarm timing decision portion 34 decides the timing of raising an alarm, and outputs it to the alarm raising device 13.
  • step S11 the information on the vehicle speed is obtained from the own vehicle sensor.
  • step S 12 based on the aforementioned vehicle speed and on the preset reference time for an alarm (for example, approximately 1.2 seconds), a reference alarm start distance, which is a distance that the own vehicle moves during the reference time, is calculated.
  • an alarm activation start threshold distance is calculated based on the information on the vehicle speed and on the information on the reference alarm start distance.
  • a preset predetermined distance of 0.5 (m) is added to the reference alarm start distance to calculate the alarm activation start threshold distance, as shown in formula (2) below.
  • Alarm Activation Start Threshold Distance Reference Alarm Start Distance + Predetermined Distance
  • the preset predetermined distance is, similarly to the case of the first embodiment, a value decided by statistically taking into consideration an error in distance perception of the driver, which error occurs when the own vehicle and the preceding vehicle are at a short distance and also the vehicle speed of the own vehicle is extremely low as described above. Because there is a change in the error in distance perception depending on the shape, size, and the like of the own vehicle, an appropriate distance may be set according to the conditions of these shape, size, and the like of the own vehicle. Furthermore, because the degree of error in distance perception varies according to the driving experience, it may be configured so that an appropriate distance can be set depending on the driving experience of the drivers.
  • step S14 it is determined whether the distance to collision calculated by the distance-to-collision calculation portion 32 is longer than the alarm activation start threshold distance or not. If the determination result is "No" (distance to collision > alarm activation start threshold distance), the execution of this routine is temporarily terminated. On the other hand, if the determination result in step S14 is "Yes” (distance to collision ⁇ alarm activation start threshold distance), the process moves to step S 15 to raise an alarm, and then the execution of this routine is temporarily terminated.
  • the drive control apparatus is one in which "traveling speed" in the formula (1) of the first embodiment is replaced with “relative speed.” Therefore, reference is made to FIG. 1 , and repetitious explanation will be omitted.
  • the drive control apparatus includes: an outside-world sensor 11; an own vehicle sensor 12; an alarm raising device 13; and an electronic control device 20.
  • the electronic control device 20 includes: a relative relationship calculation portion (a relative speed detection portion) 21; a TTC calculation portion (a time-to-collision calculation portion) 22; and an alarm timing decision portion (an alarm portion) 24.
  • the relative relationship calculation portion 21 predicts the courses of the own vehicle and the preceding vehicle, and also calculates the relative distance and relative speed between the own vehicle and the preceding vehicle. The relative relationship calculation portion 21 then outputs the results to the TTC calculation portion 22.
  • the TTC calculation portion 22 determines whether the own vehicle and the preceding vehicle are likely to contact each other or not. If the vehicles are likely to contact each other, the TTC calculation portion 22 calculates the time to collision TTC, and outputs the information on the time to collision TTC and the relative speed between the own vehicle and the preceding vehicle to the alarm timing decision portion 24.
  • the alarm timing decision portion 24 decides the timing of raising an alarm, and outputs it to the alarm raising device 13.
  • step S21 the information on the relative speed between the own vehicle and the preceding vehicle is obtained from the TTC calculation portion 22. It may be configured so that the information on the relative speed is obtained from the relative relationship calculation portion 21.
  • this reference alarm start time is a reference time for calculating the alarm activation start threshold time, which is a threshold value of the time to collision TTC.
  • step S23 alarm activation start threshold time is calculated based on the information on the relative speed and on the information on the reference alarm start time.
  • a value (s) obtained by dividing a preset predetermined distance (m) (for example, 0.5 m) by a relative speed (m/s) is added to the reference alarm start time to calculate the alarm activation start threshold time, as shown in formula (3) below.
  • Alarm Activation Start Threshold Time Reference Alarm Start Time + Predetermined Distance / Relative Speed
  • the preset predetermined distance is a value decided by statistically taking into consideration an error in distance perception of the driver, which error occurs when the own vehicle and the preceding vehicle are at a short distance and also the relative speed between the own vehicle and the preceding vehicle is extremely low (in a speed range of higher than 0 km/h and up to around 5 km/h).
  • the error in distance perception of the driver is large in the case where the relative speed between the own vehicle and the preceding vehicle is extremely low, similarly to the case where the vehicle speed is extremely low in the first and second embodiments.
  • step S24 it is determined whether the time to collision TTC calculated by the TTC calculation portion 22 is longer than the alarm activation start threshold time or not. If the determination result is "No" (TTC > alarm activation start threshold time), the execution of this routine is temporarily terminated. On the other hand, if the determination result in step S24 is "Yes” (TTC ⁇ alarm activation start threshold time), the process moves to step S25 to raise an alarm, and then the execution of this routine is temporarily terminated.
  • the traveling own vehicle is becoming closer to the preceding vehicle that is traveling especially at the same speed as that of the own vehicle, it is possible to activate an alarm at the proper timing in accordance with the error in distance perception of the driver.
  • the alarm activation start threshold time is used to decide the alarm timing only when the relative speed calculated by the relative relationship calculation portion 21 is determined to have entered the extremely low speed region.
  • the reference alarm start time may be used as the alarm activation start threshold time
  • the reference alarm start distance may be used as the alarm activation start threshold distance.
  • the determination target is not limited to the preceding vehicle so long as it has the possibility of colliding against the own vehicle.
  • it may be an information sign, a pedestrian, or the like.
  • the target whose collision possibility is to be determined is a large vehicle such as a truck
  • the driver has an oppressive feeling, resulting in a larger error in distance perception. Consequently, if a determination is made whether the target is a comparatively large-sized obstacle such as a large vehicle based on the detection result from the outside-world sensor 11, with a determination result that the target is a large vehicle, then the aforementioned predetermined distance may be replaced with a longer distance for large vehicles.
  • the distance with which the own vehicle moves the reference alarm start distance in the predetermined time (approximately 1.2 seconds), namely, the speed of the own vehicle is proportional to the reference alarm start distance.
  • design is not limited to this. It may be set by use of a map or the like so that, as is the case with the change in the alarm activation start threshold time of the graph shown in FIG. 5 , the lower the speed is, the higher the increase rate of the reference alarm start distance is.
  • the alarm activation start threshold time is too long. Therefore, at speeds equal to or less than a predetermined traveling speed or a predetermined relative speed, a fixed value may be added to the reference alarm start time.
  • the drive control apparatus of the present invention it is possible to activate an alarm at the proper timing in accordance with the error in distance perception of the driver, to thereby improve the merchantability.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
EP12785627.6A 2011-05-18 2012-05-15 Dispositif de commande d'entraînement Not-in-force EP2711911B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2011111354 2011-05-18
PCT/JP2012/062384 WO2012157633A1 (fr) 2011-05-18 2012-05-15 Dispositif de commande d'entraînement

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EP2711911A1 true EP2711911A1 (fr) 2014-03-26
EP2711911A4 EP2711911A4 (fr) 2015-01-21
EP2711911B1 EP2711911B1 (fr) 2017-07-12

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US (1) US9406230B2 (fr)
EP (1) EP2711911B1 (fr)
JP (1) JP5577460B2 (fr)
CN (1) CN103534742B (fr)
WO (1) WO2012157633A1 (fr)

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EP2750117A1 (fr) * 2011-08-22 2014-07-02 Toyota Jidosha Kabushiki Kaisha Dispositif d'alerte d'utilisation de véhicule

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CN104812649B (zh) * 2012-11-26 2017-06-23 本田技研工业株式会社 车辆控制装置
JP6103693B2 (ja) * 2013-02-01 2017-03-29 富士重工業株式会社 車両の衝突判定装置
JP6183388B2 (ja) * 2015-02-03 2017-08-23 トヨタ自動車株式会社 車両用制御装置
JP2016148971A (ja) * 2015-02-12 2016-08-18 トヨタ自動車株式会社 運転支援装置
CN106157690B (zh) * 2015-03-24 2018-10-19 重庆长安汽车股份有限公司 一种基于可见光通信的汽车追尾预警系统及方法
US9701244B2 (en) 2015-09-29 2017-07-11 Toyota Motor Engineering & Manufacturing North America, Inc. Systems, methods, and vehicles for generating cues to drivers
US20170106857A1 (en) * 2015-10-20 2017-04-20 GM Global Technology Operations LLC Vehicle collision system and method of using the same
JP6304220B2 (ja) * 2015-12-08 2018-04-04 トヨタ自動車株式会社 運転支援装置
KR101996416B1 (ko) * 2016-12-30 2019-10-01 현대자동차주식회사 보행자 충돌 시 충격 완화 장치 및 방법
KR102653350B1 (ko) * 2017-01-18 2024-04-01 에이치디현대인프라코어 주식회사 건설 기계 및 이의 경고 알람 제어 방법
JP6597690B2 (ja) * 2017-03-24 2019-10-30 株式会社デンソー 運転支援装置
JP7032698B2 (ja) * 2018-06-01 2022-03-09 マツダ株式会社 車両用警報システム
DE102018214201A1 (de) * 2018-08-22 2020-02-27 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Sicherstellung der Funktionssicherheit und Integrität von Abschalteinrichtungen im Fahrzeug durch präventive Steuerung der Abschaltung von Energieversorgern in einem Fahrzeug, sowie Fahrzeug
CN112668363B (zh) * 2019-10-15 2024-06-14 北京地平线机器人技术研发有限公司 报警准确度确定方法、装置及计算机可读存储介质
CN111856510A (zh) * 2020-08-03 2020-10-30 北京理工大学重庆创新中心 一种基于激光雷达的车辆前碰撞预测方法
CN115376361A (zh) * 2021-05-17 2022-11-22 上海博泰悦臻网络技术服务有限公司 车辆追尾预警方法、装置、存储介质及电子设备

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Cited By (2)

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Publication number Priority date Publication date Assignee Title
EP2750117A1 (fr) * 2011-08-22 2014-07-02 Toyota Jidosha Kabushiki Kaisha Dispositif d'alerte d'utilisation de véhicule
EP2750117A4 (fr) * 2011-08-22 2015-04-08 Toyota Motor Co Ltd Dispositif d'alerte d'utilisation de véhicule

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Publication number Publication date
CN103534742A (zh) 2014-01-22
CN103534742B (zh) 2016-06-01
JP5577460B2 (ja) 2014-08-20
EP2711911A4 (fr) 2015-01-21
JPWO2012157633A1 (ja) 2014-07-31
US9406230B2 (en) 2016-08-02
US20140104050A1 (en) 2014-04-17
WO2012157633A1 (fr) 2012-11-22
EP2711911B1 (fr) 2017-07-12

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